TWEED NEW HAVEN AIRPORT AUTHORITY

NEW HAVEN, CONNECTICUT

Dun & Bradstreet DUNS Number: 800203864

PROPOSAL UNDER THE: 

SMALL COMMUNITY 

AIR SERVICE DEVELOPMENT PROGRAM

DOCKET DOT-OST-2013-0120

SUBMITTED:

Friday, July 26, 2013
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 a

APPLICATION UNDER 

SMALL COMMUNITY AIR SERVICE DEVELOPMENT PROGRAM

DOCKET DOT-OST-2013-0120

SUMMARY INFORMATION

All applicants must submit this Summary Information schedule, as the application 

coversheet, a completed standard form SF424 and the full application proposal on 

www.grants.gov. 

For your preparation convenience, this Summary Information schedule is located at 

http://www.dot.gov/policy/aviation-policy/small-community-rural-air-service/SCASDP

A. PROVIDE THE LEGAL SPONSOR AND ITS DUN AND BRADSTREET (D&B) DATA UNIVERSAL 

NUMBERING SYSTEM (DUNS) NUMBER, INCLUDING +4, EMPLOYEE IDENTIFICATION NUMBER 

(EIN) OR TAX ID.

Legal Sponsor Name: Tweed New Haven Airport Authority

DUNS Number: 800203864

EIN/Tax ID:

B. LIST THE NAME OF THE COMMUNITY OR CONSORTIUM OF COMMUNITIES APPLYING:

1._CITY OF NEW HAVEN_________________________________

2.____________________________________________________

3.____________________________________________________

4.____________________________________________________

C. PROVIDE THE FULL AIRPORT NAME AND 3-LETTER IATA AIRPORT CODE FOR THE 

APPLICANT(S) AIRPORT(S) (ONLY PROVIDE CODES FOR THE AIRPORT(S) THAT ARE ACTUALLY 

SEEKING SERVICE).

1. Tweed New Haven Regional Airport (HVN) 2.

3. 4.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 b

D. LIST THE 2-DIGIT CONGRESSIONAL DISTRICT CODE APPLICABLE TO THE SPONSORING 

ORGANIZATION, AND IF A CONSORTIUM, TO EACH PARTICIPATING COMMUNITY.

1. CT-03 2.

3. 4.

E. APPLICANT INFORMATION: (CHECK ALL THAT APPLY)

Not a Consortium Interstate Consortium Intrastate Consortium

Community now receives subsidized Essential Air Service

Community (or Consortium member) previously received a Small Community Air 

Service Development Program Grant

If previous recipient: Year of grant(s): 2004, 2007

F. PUBLIC/PRIVATE PARTNERSHIPS: (LIST ORGANIZATION NAMES)

PUBLIC PRIVATE

1. Tweed New Haven Airport Authority 1. Economic Development Corp. of New Haven

2. City of New Haven 2. Greater New Haven Chamber of Commerce

3. 3. AvPORTS

4. 4.

5. 5.

G. PROJECT PROPOSAL: (CHECK ALL THAT APPLY)

Marketing Upgrade Aircraft New Route

Travel Bank Service Restoration Subsidy

Surface Transportation Regional Service Revenue Guarantee

Launch New Carrier Start-up Cost Offset First Service

Study Secure Additional Service Other (explain below)

H. EXISTING LANDING AIDS AT LOCAL AIRPORT:

Full ILS Outer/Middle Marker Published Instrument Approach

Localizer Other (specify) Special GPS and VOR approach procedures

x

X
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 c

I. PROJECT COST: DO NOT ENTER TEXT IN SHADED AREA

LINE DESCRIPTION SUB TOTAL TOTAL AMOUNT

1 Federal amount requested $740,000

2 State cash financial contribution

Local cash financial contribution

3a Airport cash funds

3b Non-airport cash funds $260,000

3 Total local cash funds (3a + 3b) $260,000

4 TOTAL CASH FUNDING (1+2+3) $1,000,000

In-Kind contribution

5a Airport In-Kind contribution** $173,487

5b Other In-Kind contribution**

5 TOTAL IN-KIND CONTRIBUTION 

(5a + 5b)

$173,487

6 TOTAL PROJECT COST (4+5) $1,173,487

J. IN-KIND CONTRIBUTIONS**

For funds in lines 5a (Airport In-Kind contribution) and 5b (Other In-Kind contribution), please 

describe the source(s) of fund(s) and the value ($) of each.

(5a) Funds consist of $115,727 in fee and rent abatements, $32,760 in fuel flowage fee waivers 

and $25,000 in marketing cost assistance.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 d

K. IS THIS APPLICATION SUBJECT TO REVIEW BY STATE UNDER EXECUTIVE ORDER 12372

PROCESS?

a. This application was made available to the state under the Executive Order 12372 

Process for review on (date) _____________.

b. Program is subject to E.O. 12372, but has not been selected by the state for review.

c. Program is not covered by E.O. 12372.

L. IS THE APPLICANT DELINQUENT ON ANY FEDERAL DEBT? (IF “YES”, PROVIDE 

EXPLANATION)

No Yes (explain) 

______________________________________________________________________________

______________________________________________________________________________
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 i

Table of Contents:

 

Section 1: The New Haven Market....................................................... 1

Introduction .............................................................................................. 1

Passenger Traffic & Air Service Trends..................................................... 2

Catchment Leakage (Complete Year 2011) .............................................. 3

Section 2: Description of Air Service Needs & Deficiencies................... 4

High Airfares.............................................................................................. 4

Danger of Losing Existing Service.............................................................. 4

Deficiencies of Alternative Airports in the Region.................................... 5

HVN’s Limited Air Service as Compared to Its Peers................................ 6

Section 3: Proposed Air Service to Washington DC .............................. 8

Strong Local Demand, High Fares & Good Connectivity........................... 8

A Benefit to the Entire New Haven Region............................................... 9

Section 4: HVN’s Air Service Development Efforts & Future Plans...... 10

Infrastructure Improvements................................................................. 10

Community Engagement ........................................................................ 10

Community Support................................................................................ 11

Section 5: Requested Funds & Plans to Self-Sufficiency ..................... 12

Requested Amount (Local share & Federal grant request).................... 12

Plan after SCASDP Funds are Acquired................................................... 13

How Service Becomes Self-Sufficient ..................................................... 13

Section 6: Difference from Past Air Service Development Efforts....... 14

Washington is the Difference ................................................................. 14

An Airline is Ready Once Funds are Available......................................... 14

Appendices:

Community Letters of Support .................................................Appendix A

Airline Letters of Support..........................................................Appendix B
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 1

Section 1: The New Haven Market

Introduction

About New Haven

New Haven is the socio-economic center of southern Connecticut and is an increasingly global center of

research and higher education. With major investments in public infrastructure, new commercial / lab 

space and residential products, the City is attracting young professionals and startups to the Downtown. 

The $467 million Yale New-Haven Smilow Cancer Hospital, which was completed in 2009, has catalyzed 

the economic base. Employment in New Haven increased 2% in 2011, growing at twice the state 

average. The region has fully recovered jobs lost during the recession and, as the City grows, more and 

more new jobs are concentrated in a densely developed Downtown. Further, the influence of Yale and 

Yale-New Haven Hospital is attracting corporate growth. Emerging from the recession, Covidien 

relocated its 400-person Surgical Devices Unit to New Haven, Alexion Pharmaceuticals announced plans 

to move back to the center city and double its workforce to 600; and HigherOne developed a new $50 

million headquarters to keep its 600 employees based in the city.

In turn, over 2,000 new residential units have been developed in the past ten years and another 900 are 

in planning/permitting stages as New Haven is consistently rated one of the hottest rental markets in 

the nation. Economic and residential growth is closely related. HigherOne and Alexion both originated 

at Yale and chose to stay and grow in the region. The so-called 'millennial demographic' is establishing 

itself in the workforce and New Haven offers an attractive both a high quality of life and career path 

employment opportunities.

Greater New Haven's economic position, however, is at risk due to deteriorated transportation/ 

infrastructure conditions which impede access to the regional and global marketplaces. In addition to 

the limited air service at Tweed (documented extensively herein), Interstate 95 is rated the 6th most 

congested highway in America; there are over $2.0 billion in deferred capital investments on the MTA 

Metro-North passenger rail service line (including the repair of numerous bridges); and Amtrak has 

proposed significant investment for a new high speed rail line which would altogether bypass New

Haven in order to better serve other markets, including Hartford. All of these factors adversely affect the 

City's ability to create even more jobs and enhance the nation's economic competitiveness.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 2

Key Facts about the Market:

Population = 861,113 (Top 60 metro market in the country) 

Employment Base = 300,000 (with 78,000 located in a densely concentrated urban core) 

Economic Drivers:

Education: There are 47,000 students enrolled at local colleges/universities 

Advanced Manufacturing: Schick, Covidien and Assa Abloy are all industry leaders. 

Health Care: Yale-New Haven Hospital is the 4th largest nationally.

About Tweed-New Haven Regional Airport

Located in the heart of southern Connecticut, Tweed-New Haven Regional Airport (HVN) has a 

catchment area that contains a population of 1,749,116 residents. The Airport is currently served by

only one carrier, US Airways Express with four daily flights operated by 37 seat Dash-8-100 turboprop 

aircraft to the carrier’s hub in Philadelphia. The Airport’s main runway, RWY 20, is 5,600 feet long. A 400 

foot displaced threshold on the north end of the runway forces RWY 02 to be only 5,200 feet long. The 

runway’s short length has limited the potential for new air service at the Airport; however, there are still 

many viable air service opportunities that exist with specific carriers to other nearby hubs.

Superior flight options at other surrounding airport along with large fare discrepancies at HVN have 

historically caused residents to drive between one and three hours to other airports when traveling by 

air.

Legal Sponsor Designation

Tweed New Haven Airport Authority

155 Burr Street

New Haven, CT 06512

(203) 466-8833

Tim Larson, Executive Director Lori Hoffman, Airport Manager

tlarson@flytweed.com lhoffman@flytweed.com

Passenger Traffic & Air Service Trends

During the calendar year 2012, 76,570 O&D passengers used Tweed-New Haven Regional Airport

according to BTS O&D passenger data. This 2012 traffic represented a 5.7% decline from 2011 when 

there were 81,200 O&D passengers using HVN. Despite this small set-back in 2012, the overall trend 

during the past five years has been a slow and steady growth in passenger traffic. In 2012 passenger 

traffic was up 10.2% when compared to 2008, that year only 69,500 O&D passengers used the Airport. 

Over the course of the past five years, US Airways has adjusted the frequency of its HVN-PHL service 

(between 3-4 daily departures) and size of aircraft in the market (the larger Dash 8-300 has been used 

on occasion, with the route primarily being served by the Dash 8-100). Meanwhile, air fares have 

increased 6.5% over that time period and are up 6.4% over last year.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 3

Figure 1: New Haven's Primary Catchment Area, shaded in purple, has a 

population of just over one million people. When including HVN’s 

Secondary Catchment Area shaded in blue, HVN’s total catchment area 

has a population of 1.75 million people.

Catchment Leakage (Complete Year 2011)

Tweed New Haven Regional Airport’s 

Catchment Area is segmented into two 

different regions, a Primary Catchment 

Area and a Secondary Catchment Area. 

Slightly over one million people reside 

within HVN’s Primary Catchment Area, 

which is defined as all zip codes within a 

30 minute drive of HVN. An additional 

750,000 residents live within HVN’s 

Secondary Catchment Area which is 

defined as the area outside the Primary 

Catchment Area whereby residents can 

drive to HVN in less time than they could 

to any other commercial service airport. 

The total catchment area boasts a 

population of approximately 1.75 million people.

Leakage from HVN’s Primary Catchment Area totaled 629,270 O&D passengers in 2011, or 862 PDEW 

(passengers daily each way). Total leakage from HVN’s combined total catchment area was 1.4 million 

O&D passengers or 1,911 PDEW (passengers daily each way). 

One third of all airline bookings within the State of Connecticut take place within Tweed New Haven

Regional Airport’s combined catchment area. However, HVN only retains approximately five percent of 

those passengers with the other 95% leaking to much larger airports in the surrounding region.

Top 10 Domestic Leakage Markets (CY 2011 Data):

1) Washington/Baltimore (BWI, DCA, IAD) 91,295 (133 PDEW)

2) South Florida, FL (FLL, MIA, PBI) 94,021 (129 PDEW)

3) Orlando, FL (MCO) 91,032 (125 PDEW)

4) Chicago, IL (MDW, ORD) 48,347 (66 PDEW)

5) Los Angeles, CA (BUR, LAX, LGB, ONT, SNA) 48,307 (66 PDEW)

6) San Diego, CA (SAN) 43,485 (60 PDEW)

7) San Juan, PR (SJU) 34,294 (47 PDEW)

8) Las Vegas, NV (LAS) 33,243 (46 PDEW)

9) SF Bay Area, CA (OAK, SFO, SJC) 31,415 (43 PDEW)

10) Norfolk/Newport News, VA (ORF, PHF) 28,330 (39 PDEW)
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 4

Figure 3: Displaced Threshold Limits Runway Length 

to 5,200 feet.

$180

$185

$190

$195

$200

$205

Regional Average New Haven

Average

$189

$201

CY 2012 Average Domestic Fare 

Figure 2: New Haven's average domestic airfare was 6% higher than the 

regional average in 2012. Airports included in the regional average are BDL, 

BOS, EWR, HPN, HVN, JFK, LGA & PVD. Source: BTS O&D Passenger Survey.

Section 2: Description of Air Service Needs and Deficiencies

Higher Air Fares

Average domestic air fares at TweedNew Haven increased six percent year 

over year to $201 one-way (including 

frequent flier rewards travel) in 2012, 

the highest of any airport in the 

immediate region except NewarkLiberty (EWR) and New York-Kennedy 

(JFK). According to the Bureau of 

Transportation Statistics, the national 

domestic average one-way airfare 

decreased 0.2 percent over the same 

time period. During this period of time 

average one-way airfares ranged from 

as low as $169 to as high has $213 in 

Boston, Hartford, New York, 

Providence and White Plains. New Haven’s fares were six percent higher on average than the regional 

average of $189. In the fourth quarter of 2012, fares were up ten percent at HVN compared to the 

fourth quarter of 2011. 

Danger of Losing Existing Service

The length of HVN’s primary runway limits the air service 

opportunities available to the airport causing weight 

restrictions that prevent certain aircraft from carrying 

enough fuel to travel to distant hubs and often require 

airlines to limit the number of passengers on the plane 

to reduce weight. There are only a few carriers that 

operate aircraft capable of flying fully loaded from HVN 

to their nearby hubs. For US Airways, the Dash-8 is the 

only aircraft in its fleet that can profitably serve HVN 

unrestricted from its Philadelphia hub. While the Dash-8-

100,200 & 300 series aircraft have been a workhorse for 

short regional flights at the US Airways Express

Philadelphia hub for over 20 years, it is an aging aircraft 

that is getting more expense to maintain and is no longer 

in production. As a result of its age and lack of newer 

airframes to acquire, US Airways intends to retire the 

Dash-8 from its regional fleet during the next few years. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 5

Once the Dash-8 is removed from its fleet, US Airways will not have a suitable aircraft type to maintain 

service between HVN and Philadelphia.

US Airways does have other aircraft in its fleet, mainly the EMB-170 series, which can physically operate 

unrestricted between Philadelphia and HVN; however, the economics of the segment prevent such an 

aircraft from doing so profitably. This economic conundrum can be attributed to the high ratio of HVN 

passengers connecting beyond Philadelphia versus the lower number of HVN passengers traveling to 

Philadelphia. The jet aircraft US Airways would employ require that a larger percentage of the onboard 

passengers not be connecting via the hub to be economical.

To ensure that HVN is capable of maintaining daily air service in the future it is vital that the airport 

secure US Airways Express service to Washington Reagan National Airport (DCA), or service to 

Washington Dulles Airport (IAD), to operate as United Express or in conjunction with United Airlines. By 

securing service to Washington with a suitable aircraft type, helps ensure that New Haven’s existing 

level of air service is maintained into the future. 

The addition of DCA service would grow US Airways traffic at HVN, potentially making HVN-PHL service 

viable with EMB-170 series aircraft while ensuring that HVN-DCA service survives regardless as it is 

currently a far more popular market for local business travelers than Philadelphia. This strong local 

demand will provide US Airways with the economics necessary to operate an EMB-170 to DCA when the 

same might not be said for PHL. Additionally, by starting HVN-DCA service now, US Airways will have the 

option of starting the market with smaller Dash-8 aircraft and grow the market so that it will have 

matured to a level where it can support larger EMB-170 in the future. 

Should another carrier start service to HVN from Washington Dulles International Airport (IAD) there will 

also be an assurance that existing levels of air service will be maintained. The two most likely candidates 

for IAD service at HVN are; Silver Airways with newer Saab-340 B+ turboprops that the carrier has just 

recently acquired and CommutAir with Dash-8-200 (Q-200) aircraft that are newer than those flown by 

US Airways and too have been recently acquired by the airline. Either way, in the event US Airways does 

not have a suitable replacement aircraft for HVN-PHL and chooses to pull service with the Dash 8’s 

retirement, service at HVN could be maintained by the carrier operating service between HVN and 

Washington.

Deficiencies of Alternative Airports in Region

Many passengers within New Haven’s catchment area are forced by high fares and lack of service to use 

the crowded New York City airports at JFK, Newark and LaGuardia. While these premier domestic and 

international gateways offer nonstop flights around the country and around the world, congestion both 

on the ground and in the air can present a significant limitation on the ease, reliability and availability of 

air service for New Haven Catchment Area passengers. The travel time by car to La Guardia from New 

Haven is 90 minutes in no traffic with drives to Newark and JFK being even longer. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 6

212,535

861,113

1,039

17

0

200

400

600

800

1,000

1,200

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

2011 MSA

Population

Daily Seats per

100,000 Residents

0

5

10

15

20

25

30

BOS EWR JFK LGA

21.01 22.10

28.26

26.08

Average Taxi-Out Time (in Minutes) for 

Major US Carriers - May 2013

Figure 4: Boston and NYC's airports had average taxi-out times exceeding 20 

minutes in May. Congestion both on the ground and in the air at airports that 

would otherwise serve as suitable alternates for New Haven passengers 

further increases the need for expanded service at HVN. Source: BTS

Figure 5: Tweed-New Haven Regional Airport has a level of air service far below its peers as this side by side seats to population 

comparison demonstrates. Data Source: US Census and Data Based Products Airline Schedules for the week of June 03-09, 

2013.

The three main New York City airports 

are the most congested and delayprone in the country, responsible for 

schedule disruptions and passenger 

inconveniences across the national 

air space system. Taxi-out times from 

these airports regularly exceed 20 

minutes, further adding to the already 

significant amount of time New Haven 

Catchment Passengers spend on the 

ground when they are forced by high 

fares and lack of service to use 

alternate airports for air travel. 

HVN’s Limited Air Service as Compared to Its Peers

When compared to the airports serving metropolitan areas of similar size to New Haven, the level of air 

service at Tweed-New Haven Regional Airport is far below its peers. In fact, the chart on the following 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 7

page shows more than thirty airports that are located in MSA’s smaller than New Haven that offer more 

seats per resident than HVN does. 

The New Haven Metropolitan Area has 861,113 people. For the week of June 03-09, 2013, US Airways’

schedule offered 17 daily seats at HVN per 100,000 New Haven residents. By comparison, Burlington, VT 

has a metropolitan area one quarter the size of New Haven’s and yet Burlington International Airport 

(BTV) offers 1,015 daily seats per 100,000 local residents.

Even airports in similar proximity to the major New York Airports have significantly greater service. The 

Lehigh Valley International Airport (ABE) located near Allentown, PA is the same distance from Newark 

Liberty (EWR) as Tweed-New Haven is from LaGuardia (LGA). The metropolitan area populations of 

Allentown and New Haven are similar in size, with New Haven being the larger of the two. Yet ABE 

offered 142 daily seats per 100,000 residents in June 2013 compared to HVN’s 17.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 8

$0

$100

$200

$300

$400

1Q

2011

2Q

2011

3Q

2011

4Q

2011

1Q

2012

2Q

2012

3Q

2012

4Q

2012

$198

$272

$208 $184 $170

$350

$305 $285

New Haven-Washington

Quarterly Average Fare

Figure 6: The quarterly average fare to Washington increased 54% in fourth 

quarter 2012 over fourth quarter 2011. Source: US O&D Passenger Survey 

Data

Section 3: Proposed Service to Washington, DC

Strong Local Demand, High Fares and Good Connectivity

With only a single carrier flying to one 

destination, the number of flights and 

destinations conveniently accessible 

from HVN are quite limiting for area 

passengers. Access to another 

regional hub with a substantial local 

market from New Haven in addition 

to connecting service to many new 

destinations not available via PHL 

would significantly improve the level 

and quality of air service at Tweed 

New Haven Regional Airport. One of 

the most suitable regional hubs for 

the New Haven catchment is at the 

southern end of the busy Northeast Corridor. Washington, DC is New Haven’s top airline passenger 

leakage market, with 133 passengers leaking daily each way. Airline leakage accounts for only 38 

percent of the total New Haven-Washington/Baltimore market with 62 percent of the market using

Amtrak. The total size of this market across both modes is 256,658 O&D passengers a year, or 352 

passengers daily each way. 

By comparison, 90 percent of the New Haven-Philadelphia market currently uses Amtrak for a total 

market across both modes of 142,219 O&D Passengers a year or 195 passengers daily each way. The 

Washington DC market is therefore 1.8x larger than the Philadelphia market which is currently being 

served by US Airways with four daily flights. 

The demand for air service between New Haven and Washington will be far more than 1.8x that of 

Philadelphia due to the long duration of the train trip. Travel between New Haven and Washington takes 

4:40 on the Acela and roughly 5:30 on the Northeast Regional. These long travel times make travelers 

gravitate towards air travel when possible so save several hours in travel time. When traveling to 

Philadelphia, the opposite is true; a trip on Acela takes 3:00 with a trip on the Northeast Regional only 

taking 3:30. This two hour time savings makes traveling by plane or train to Philadelphia comparable. 

This is another reason why air service to Washington DC will be more viable than HVN’s current service 

to Philadelphia.

Airfares to Washington, DC, were far above average and have increased significantly in recent quarters. 

Average HVN-Washington air fares were up 28 percent year over year in 2012. Fourth Quarter 2012 

average fares were up 54 percent over fourth quarter 2011. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 9

In terms of point of sale demand for service to Washington DC, as referenced on Page 3 of this proposal, 

approximately one third of all Connecticut airline passenger bookings take place within the New Haven 

Catchment Area; however, that percentage is much higher for passengers traveling to Washington DC. 

In fact 43% of all Connecticut bookings for air travel to BWI, DCA and IAD took place within New Haven’s 

Catchment Area, a full 10% higher than the catchment’s overall average for Connecticut airline 

passengers. Similarly, Hartford Bradley International Airport’s (BSL) Catchment Area contains 45% of 

Connecticut’s passenger bookings to BWI, DCA and IAD and that airport manages to support 18 daily 

nonstop flights to these three airports on three different airlines. This point of sale data and the 

comparison to BDL, shows just how strong demand with the New Haven region is for air service to 

Washington DC.

Furthermore, Washington DC is close enough to New Haven to be served by a number of carriers 

without undo weight restrictions with the current length of the HVN’s runway. With the appropriate 

level of financial assistance, service could start today.

A Benefit to the Entire New Haven Region

New service to Washington, DC would be of significant benefit to a broad segment of the New Haven 

community in addition to supporting a more balanced and efficient regional system. As the catchment 

area’s number one leakage market, it is clearly the most in-demand market among area passengers. As a 

top business destination and the nation’s capital, Washington service would be very useful to local 

business travelers. With service to another airline connecting hub, business travelers who value 

increased flight options will find using Tweed-New Haven Regional Airport more convenient and 

practical than before. With airline hubs at both Washington airports, Dulles and Reagan, non-stop 

service to Washington allows researchers, college students, and alumni from around the world greater 

access to the premier academic institutions in the New Haven area. 

Additional service at HVN is in fact a small part, but a part nonetheless, to a regional solution for 

improving the reliability of air service for passengers in the greater New York City metropolitan area. 

The more passengers that can be accommodated at smaller regional airports at the fringes of the New 

York metro, the less that need be accommodated on the nation’s most congested runways and in its 

terminals. Tweed-New Haven Regional Airport is a perfect example of such a regional airport that, if 

afforded the opportunity to provide additional nonstop service to a regional hub with convenient 

connections, could be of great benefit to passengers who use it as well as those who do not. 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 10

Section 4: HVN’s Air Service Development Efforts and Future Plans

Tweed New Haven Regional Airport’s Plan for overcoming its air service deficiencies and meeting the air 

service needs of area residents takes a three-pronged approach. It begins with the continued 

implementation of the Master Plan Update which includes infrastructure improvements to allow for 

safer flight operations and expanded runway length that will enable airlines to provide the airport with

more air service opportunities. It continues beyond the airport’s perimeter through pervasive and 

effective community engagement to raise awareness about the Airport, be a familiar face at local events 

and demonstrate the Airport’s commitment to the region. Following from that is the mission to elicit 

expanded community support to finance the Airport’s operations and growth efforts. 

Infrastructure Improvements

Tweed New Haven Regional Airport is actively engaged in the recruitment of new air service. In 2002, 

the Airport Authority adopted four phases of an updated Master Plan which focused on the physical 

constraints that prevent HVN from securing additional air service. Phase 1 included the construction of 

runway safety areas 1,000 feet in length at end of the main runway. Phase 2 included the systematic 

removal of runway obstructions identified in a recent aeronautical study. Lighting upgrades and the 

lowering of instrument approach minimums on Runway 02 were also a part of this phase. The Airport 

continues with an extensive tree removal program as part of the on-going runway obstruction removal. 

Phase 3 is crucial to developing future air service as it involves the paving of the safety areas of Runway 

02 and 20 which would effectively provide 6,600 feet of runway for takeoffs and enable HVN to handle 

larger jets flying to further destinations. The Airport continues to work with the FAA to secure approval

and funding for Phase 3 implementation. The final phase of the Master Plan includes the extension of 

Runway 02-30 by an additional 600 feet and the construction of a new runway safety area to Runway 

02. With this extension, and with the paving of the safety areas and displacing the thresholds, HVN will 

achieve 7,200 feet for take-off and 6,200 feet for landing. 

HVN maintains one of the lowest CPE’s (cost per enplanement) for its tenant airlines in the region. The 

Airport is in continual dialogue with airlines interested in potentially serving HVN now as well as when 

the safety areas are paved and runway performance is improved.

Community Engagement

In addition to a concerted effort to improve the Airport infrastructure, Tweed New Haven Regional 

Airport maintains strong ties and partnerships with the community in an aggressive marketing campaign 

to increase local awareness and utilization of the Airport. Airport staff maintains close relationships with 

travel managers at many of the region’s largest employers and travel generators, these travel managers 

provide the airport with vital information regarding their organizations travel needs, budgets and most 

popular destinations. When discussing new air service opportunities with targeted airlines, the 

information provided by these individuals is used to complement the analysis done by the airport to 

identify passenger traffic that will shift toward the new airline if it chooses to serve HVN.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 11

Community Support

Both the City of New Haven and the State of Connecticut understand how important Tweed New Haven 

Regional Airport is to the local economy which is why these regional government agencies actively 

support the Airport with millions of dollars provided by both the City of New Haven ($325,000 annually) 

and the State of Connecticut ($1,500,000 annually) to cover the airport’s operating expenses. To ensure 

HVN has the best chances possible of securing additional air service, the airport has spent over $96,000 

during the past three years on air service development efforts and will continue to spend money in 

support of air service development initiatives. In addition to these funds, Tweed New Haven Regional 

Airport also works with local employers, businesses and other economic drivers to promote the use of 

HVN through cooperative advertising, partnerships, promotions and sponsorships. 

In the past the community has pledged overwhelming support for new air service to ensure its success. 

In 2007 many of New Haven’s local media outlets including; The New Haven Register, The Connecticut 

Post, Comcast Cable and our local ABC and NBC affiliates combined to pledge $50,000 for marketing 

assistance. This was in addition to the incentives already being offered by Tweed New Haven Regional 

Airport. It is our belief that similar pledges will be made by local media outlets this time as well. The 

exactly list of contributors and pledge amounts have not yet been finalized; however, past showing of 

support makes us confident to believe it can be done again.

For the sake of accuracy, the in-kind services outlined in the grant application do not include such 

pledges from local media outlets since the exact amount of those pledges is yet to be determined.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 12

Figure 7: HVN will waive all airport fees during its first year of 

operation in addition to providing the carrier with $25,000 in free 

marketing and free ground handling during its first six months of 

operation at HVN.

Figure 8: HVN will contribute $433,487 in cash and in-kind services to the total incentive package 

for new air service. This will constitute 37% of the total incentive package. If DCA service is secured, 

the airport will contribute an additional $25,000.

HVN Airline Fee Abatements: (2 Years) Value:

Terminal & Counter Space Rent $27,280

Office Space Rent $27,280

Landing Fees* $61,167

Total Airline Fee Abatements $115,727

HVN Fuel Flowage Fee Waivers: (6 Months) Value:

Total Fuel Flowage Fee Waivers** $32,760

HVN Marketing Assistance Value:

New Destination Marketing Campaign $25,000

DCA Marketing Fund Bonus*** $25,000

Total Marketing Assistance $50,000

Total In-Kind Services (DCA) $198,487

Total In-Kind Services (IAD) $173,487

*$1.00 per 1,000lbs. GLW X 28,500lbs. X 3 daily flights X 730 days X 98% completion factor

**$.12 per gallon X 500 gallons X 3 daily flights X 182 days

***$25,000 DCA Bonus only available to airlines that choose to serve DCA

HVN In-Kind Services Summary

Section 5: Requested Funds and Plan to Self-Sufficiency

Requested Amount (Local share, Federal grant request)

The Federal Amount requested in the grant proposal is $740,000. The Local Share will be $260,000 in 

matching cash or 26% of the total dollar amount. Local funds will be provided by the Economic 

Development Corporation of New Haven. 

Together, these two amounts will combine for a 

total of $1,000,000 in cash to be used to improve 

and incentivize air service at HVN.

In addition to the local matching funds of 

$260,000 in cash, Tweed New Haven Regional 

Airport will be providing additional in-kind 

services with a total value of $110,363. Figure 7

outlines the in-kind services that will be provided 

along with the value of each.

With the value of HVN’s In-Kind Services taken 

into account, Tweed New Haven Regional Airport 

will be able to provide an airline with an 

incentive package that has a total value of 

$1,110,363. The value of HVN’s total 

contribution to this incentive will be $370,363 

($260,000 + $110,373) or 33% of the total 

$1,110,373 value. 

The value of the complete incentive package is 

outlined in Figure 8.

Local 

Contrubution:

Requested 

Federal Funds: Total Value:

In Kind Commitments:

Airline Fee Abatements $115,727 $115,727

Fuel Flowage Fee Waivers $32,760 $32,760

New Service Incentive Program $25,000 $25,000

Airline Subsidy:

Airline Revenue Guarantee $260,000 $740,000 $1,000,000

Total Incentive Package $433,487 $740,000 $1,173,487

Total HVN Air Service Incentive Package
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 13

Plan after SCASDP Funds are Acquired

The Tweed New Haven Airport Authority has been in discussions with two potential airlines to begin 

non-stop service to Washington, DC from HVN. Silver Airways and US Airways have both expressed 

interest in serving the market if SCASDP funds were made available to them. Silver Airways would 

operate service to IAD at least twice daily with Saab-340 B+ aircraft in conjunction with United Airlines 

thereby allowing for seamless transfers of passengers and bags between the two carriers. US Airways 

would operate at least twice daily service to its hub at DCA. Once the SCASDP funds are acquired, the 

Tweed-New Haven Regional Airport Authority will notify both carriers of the grant receipt and jumpstart 

discussions for initiating service. 

How Service Becomes Self-Sufficient

Like all new airline routes, there is a time period required before a route matures to the expected 

passenger levels and revenue yields. Based on the data we have compiled, it is clear that a large market 

exists between New Haven and Washington, DC. This market should easily be able to support the new 

flights without assistance after the initial startup period. 

To ensure that HVN’s new service to Washington is a success the airport will start a local marketing 

campaign informing the traveling public of the new service. Additionally, targeted marketing will take 

place in Washington DC to promote these new flights to New Haven. The nature of business travel 

between the two regions is very balanced making it just as important to market to Washingtonians who 

travel to New Haven as it is to market to New Haven residents who travel to Washington.

The airport will also work with New Haven’s largest companies and universities, the drivers of most 

business travel in the region, to both inform them of the new flights and to solicit their travel budgets 

toward the flights. It has been estimated that it could take up to six months before HVN’s new 

Washington flights turn a profit. It is our strong belief that the efforts put forth by the airport to 

promote new flights to Washington and to engage the local business community that will use the flights 

will ensure that this “road to profitability” is as short as possible.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-0120 14

Section 6: Difference from Past Air Service Development Efforts

The difference between this and previous air service development efforts lies essentially on two points: 

1) The market type requested and 2) The level of airline interest. 

Washington is the Difference

While service to other regional hubs could still be beneficial, Washington is clearly the most in demand 

local market from the New Haven catchment area further assuring its path to self-sufficiency and longterm success. On the contrary, HVN’s previous SCASDP assisted air service to Cincinnati in 2006 was to a 

destination New Haven residents had little interest in as it only served as connecting hub to access other 

destinations. 

The large amount of demand to Washington further justifies the wisdom in expending local, state and 

federal monies to secure the initial start of service by an airline that would otherwise overlook New 

Haven due to competitive market forces, the high-cost of opening an airport station, and the inherent 

high risk of launching a new market. 

Furthermore, the stage length of HVN-Washington is much shorter than HVN’s past service to Cincinnati 

making the service less expensive to operate while ensuring that no payload restrictions will exist for the 

airline. Delta Air Lines ended regional jet service to Cincinnati in 2006 due to greater than expected 

payload restrictions from HVN’s short runway coupled with the increase in fuel costs at the time. If 

these two issues didn’t exist, we believe the HVN – Cincinnati service would have remained profitable 

for Delta Air Lines and the carrier would have continued the service for many years. However, with the 

loss of Cincinnati service, Tweed New Haven Regional Airport continued even more diligently with its 

obstruction removal program and efforts to pave the runway safety areas. New Haven-Washington is 

less than half the stage length of New Haven-Cincinnati, which enables the airline operating the route to 

fill the plane with far less fuel and to avoid payload restrictions. 

An Airline Is Ready Once the Funds are Available

Airlines have expressed interest in serving New Haven-Washington if sufficient grant funds were made 

available to subsidize the initial start of service thereby mitigating any losses the airline might incur. 

Expressed letters of interest are attached as appendices to this application. With this level of airline 

interest and support, Tweed New Haven Regional Airport is confident that if afforded the opportunity to 

leverage federal financial support with a suitable SCASDP Grant, HVN will successfully secure the vital 

new air service it seeks.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A

Letter of Support: Sen. Richard Blumenthal, Sen. Christopher Murphy & Rep. Rosa DeLauro
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A

Letter of Support: New Haven Mayor John DeStefano Jr.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A

Letter of Support: East Haven Mayor Joseph Maturo Jr.
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A

Letter of Support: Yale New Haven Health 
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A

Letter of Support: The Grid
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix A
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix B

Letter of Support: Silver Airways
Tweed New Haven Airport Authority | SCASDP Grant Proposal DOT-OST-2013-012 Appendix B

Letter of Support: US Airways